Electromagnetic brake.



No. ass.|s4. Patented 1an. l5. mori.

- i'. L. CLARK.

ELAECTROMAGNETIC BRAKE.

' (Application Bled Hay 14. 1900.)

` i r n() r m fs J.

' l E2 'f mum l kunt Y i I l@ [il 23 il wn'nsssss: A "lvm-ron,

nu: nonms rErEns 00,. Pumuma. wAsmunToM, n. c.

N0. 666,|84. Patented ln. l5, `IQI. F. L. CLARK.

ELECTRUMAGNETIG' BRAKE.

(Appliction led May 1 4, 1900.)

(N0 Model.)

/ was WIT N ESSES I zu,

`m: Nonms Evans on.. ma'rmJmo.. wmlucron. n. c4

ELCTROMAGNETIC BRAKE.

(Application mea may 14, 1900.)

(No Model.)

3 Sheets-Sheet 3.

ag-3 l WITNESSES: INVENTOR,

THE `mamme PETERS co, PHo'raLxmo, wAsNmaToN. ma

UNITED STATES PATENT CFFICE.

FRANCIS L. CLARK, OF PITTSBURG, PENNSYLVANIA, ASSIGNOR TO THEWESTINGHOUSE AIR BRAKE COMPANY, OF SAME PLACE.

ELECTROMAGNETIC BRAKE.

SPECIFICATION forming part of Letters Patent No. 666,184.1:` datedJanuary 15, 1901.

Application mea May 14., 1900.

To all whom, it may concern.'

Be it known that I, FRANCIS L. CLARK, a citizen of the United States,residing at Pittsburg, county of Allegheny, State ot' Pennsylvania, haveinvented or discovered a certain new and useful Improvement inElectromagnetic Brakes, of which improvement the following is aspecification.

My invention relates to electric brakes for cars, and particularly tothat class of brakes in which both rail-shoes and wheel-shoes areemployed.

The object of the invention is to provide a new and improved meanswhereby the application of the rail-shoe will operate to set thewheel-shoes when the car is running in either direction. My improvementis also adapted to be applied to cars having a multiple truck at eachend of the car and provides means by which the wheel-shoes of all thewheels of both trucks may be set by the application of one rail-shoewhen the car is moving in either direction.

I have illustrated an application of my improved construction by whichthese objects are secured in the accompanying drawings, in which- Figure1 is a longitudinal section 'of the car-truck, showing my improvementapplied thereto. Fig. 2 is a side View in diagram, showing the twotrucks of a car and the connections between the rail-shoe and thewheelshoes of both trucks. Fig. 3 is a plan of said connections, also indiagram. Fig. 4 is a longitudinal section of a car-truck, showing amodified form of my improvement applied thereto. Fig. 5 is a side Viewof one of the cam-levers, and Fig. 6 is a detail view showing the lowerend of one of the brake-levers shown in Fig. 4 with the cam-leversupported thereby.

The magnetic rail-shoe 5, as shown in Figs. l and 4, is suspendedbetween the wheels of the truck by means of springs 6, which areattached to the cross-bars 7 of the truckframe. Any form of magneticrail-shoe may be employed, although I have shown the double form ofrail-shoe, which I find gives a greater magnetic traction force and isbetter adapted to the irregularities oi' the track.

The rail-shoes on opposite sides of the truck Serial No. 16,547l (-Nomodel.)

are connected by cross-beams 8. Each wheelshoe 11 is pivoted to a pairof links 9, which are pivotally connected to a bracket 10, secured tothe truck-frame. From each bracket l() is also pivotally suspendedanother pair of bars or links 12, which in turn are pivotally connectedat their lower ends with the short thrust-bars 13, which are secured tothe railshoe 5. Similar connections are arranged at each end of therail-shoe, so that the brake device may operate when the car is movingin either direction. The brake-1evers 14 are located between the links 9and are pivotally secured to the back ofthe wheel-shoes 11. At theirupper and lower ends the brake-levers on opposite sides of the truck areconnected by cross-bars l5 and 16, respectively. Two depending bracketsor frames, composed ot' arms 17 and longitudinal rods 18, are secured tothe cross-bars 7 and provide fixed fulcru ms at points 19 and 20,against which the lower cross-bars 16 of the brake-levers 14 are adaptedto rest. The upper cross-bars 15 of the brake-levers 14 are connected atintermediate points by a chain 2l, which passes over a stationary pulley22, secured to some fixed part of the frame near the end of the car and'also over the movable pulley 23, toward the middle of the car. A rod 24,provided with a turnbuckle 25, is inserted in the upper length of thechain.

The movable pulleys 23 on opposite sides are connected by a cross-bar26, which at its middle is connected to the pull-rod 27. (See Figs. 2and Supporting-bars 2S are provided at each side, on which the cross-bar26, with the movable pulleys, is adapted to slide. The pull-rod 27 isconnected to the cross-lever 29, which is pivoted beneath the body ofthe car and connected at its ends with the hand-operated `devices 30.

The wheel-shoes 3l of the other truck of the car are pivotally connectedwith the brake-levers 32 and 33. The lever 32 is pivoted to somestationary part of the frame at its upper end and is connected at itslower end with the lower end of lever 33 by a rod or bar 34. The upperends of levers 33 are connected to cross-bar 35 by rods 36, andcross-bar 35 is connected to lever 29 by means of rod 37, pivoted lever38, and rod 39.

IOO

The operation of my improved device, as shown in Figs. 1, 2, and 3 is asfollows: Suppose the car to be running to the right and the magneticbrake-shoes are 'connected in the braking-circuit. The rail-shoes 5 willthen be drawn down upon the rail and by frictional contact therewithwill eXert a pull in the opposite direction to that in which the car ismoving. This will force the thrustbar 13 on the left against thecross-bar 16 at the lower end of the brake-lever 14, setting the leftwheel-shoes 11 against the wheels and throwing the upper end of thisbrake-lever and the corresponding cross-bar 15 to the right. the pulleys22 and 23 the upper end of the other brake-lever 14 is also thrown tothe right with equal force, which brings the right hand wheel-shoeagainst its wheel, while the cross-bar 16 at the lower end of therighthand brake-lever 14 bears against the suspended frame, forming afulcrum at the point 20. The pulley 23 and pull-rod 27 are also drawntoward the right, and the brake-shoes 31 on the wheels of the othertruck are applied by brake-levers 32 and In case the car is movingtoward the left when the rail-shoe is applied the thrust of theright-hand bar 13 will be in the opposite direction, engaging theright-hand cross-bar 16 and forcing the upper ends of the brakelevers 14to the left. The left-hand cross-bar 16 will then be forced against thepoint 19 of.

the suspended frame as a fulcrum, and the wheel-shoes 11 will beapplied. The movable pulley 23 is drawn toward the right, and thewheel-shoes 31 are applied to the Wheels of the other truck, as before.It is to be noted that the movable pulley 23 is always drawn inthe samedirection (toward the right) by means of the chain 21 whenever therail-shoe is applied and regardless of the direction in which the carmay be moving. In this way connections are provided whereby all thewheel-shoes on both trucks will be set by the application of therail-shoe when the car is moving in either direction.

When my improvement is applied to a car having only four wheels or toone double truck, both the pulleys 22 and 23 may be fixed or the ends oflevers 14 may be directly connected bya rod. The wheel-brakes 11 maythen be applied by means of the railprovided with gear-teeth, as shown.

distance from the upper end of the curved bearing-surface to the pivotof the cam-lever is greater than the distance from the lower end ofthecurved bearing-surface tothe pivot, and by this means when thecam-1e- By means of the chain 2l passing oververs are moved downward awedging action is secured by which the lower ends of the brake-levers 14are thrust in opposite directions. The curved bearing-surface 41 of thecam-levers is so formed that the thrust-angle of the cam-levers remainssubstantially constant as they turn upon each other. This compensatesfor the wear of the wheel-shoes and secures a uniform application of thebrakes. The cam-levers are provided with extensions 42, which areadapted to he engaged by the, thrust bars 13. When the rail-shoe 5 isapplied, one of the thrust-bars 13 engages the extension 42 of one ofthe cam-levers and turns it about its pivot. By this movement bothcam-levers are turned downward and the lower ends of the brakelevers 14are forced in opposite directions. The wheel-shoes 11 will be forcedagainst the wheels, and the pressure will be transmitted to the wheelshoes of the other truck by means of the chain and movable pulley, asbefore described.

Having now described my invention, what I claiin as new, and desire tosecure by Letters Patent, is

1. A brake mechanism, for cars having two multiple trucks, comprisingarail-shoe,wheel shoes for the wheels of the different trucks, andconnections by which the wheel-shoes on all of the trucks will beoperated by the application of the rail-shoe.

2. A brake mechanism, for cars having two multiple trucks, comprising arail-shoe for one of the trucks,wheelshoes for both trucks, andconnections by which the wheel-shoes of both multiple trucks may beoperated by the application of the rail-shoe when the car is moving ineither direction.

3. A brake mechanism, for cars having two multiple trucks, comprising arailshoe,wheel shoes for the wheels, brake-levers for the wheel-shoes,means connected to the rail-shoe for operating the brake-levers of onetruck by a movement of the rail-shoe in either direction, andconnections between the levers of one truck and those of the other truckby which the second set of levers are always moved to apply the brakeswhichever direction the rail-shoe may be moved.

4. In a brake mechanism, for cars having two trucks,wheelshoes for thewheels of both trucks, brake-levers for the wheel-shoes, a rail-shoe andmeans connecting the brakelevers of one truck with those ofthe othertruck and adapted t0 be operated in the same direction each time therail-shoe is applied, when the car is running in either direction.

5. In a brake mechanism, for cars having two trucks, a rail-shoe,wheel-shoes, brakelevers for the wheel-shoes of both trucks, and meansoperated by the rail-shoe for applying the wheel-brakes 0f both truckswhen the rail-shoe is moved in either direction with respect to the car.

6. In a brake mechanism, for cars having two trucks, a rail-shoe,wheel-shoes, brake- IOO IIG

levers for the wheel-shoes, a movable pulley, a chain passing over themovable pulley and secured to a brake-lever that is operated by therail-shoe, and connections from the movable pulley to the wheel-shoes ofthe other truck.

7. A brake mechanism, for cars having two trucks, comprising wheelshoesfor the wheels of both trucks, brake-levers for the Wheelshoes, a fixedpulley and a movable pulley, a chain passing over both pulleys andconnecting the brake-levers, and connections from the movable pulley tothe wheel-shoes of the other truck.

8. In a brake mechanism for cars, a railshoe, wheel-shoes for the wheels, brake-levers for the wheel-shoes, cross-beams connecting the lowerends of each pair of levers, a fulcrum for the lower ends of either pairof brake-levers and means for operating the brake-levers by theapplication of the railshoe when the car is running in either direction.

9. In a brake mechanism for cars, wheelshoes, brake-levers for thewheel-shoes, upper and lower cross-beams by which the brakelevers areconnected in pairs, the upper crossbeams being connected together, afulcrum for the lower ends of each pair of brake-levers, anda rail-shoeadapted to operate the brakelevers.

IO. In a brake mechanism for cars, a railshoe, wheel-shoes, brake-leversfor the wheelshoes, and means for forcing the lower ends of the brake-levers in opposite directions when the rail-shoe is applied.

1l. In a brake mechanism for cars, a railshoe, Wheel-shoes, brake-leversfor the wheelshoes, the upper ends of the brake-levers being connectedtogether, and means connected to the lower ends of the brake-levers andoperated by the rail-shoe to force the lower ends of the brake-levers inopposite directions.

l2. In a brake mechanism for cars, a railshoe, wheel-shoes, brake-leversfor the wheelshoes and cam-levers adapted to be operated by therail-shoe.

13. In a brake mechanism for cars, a railshoe, Wheel-shoes, brake-leversfor the wheelshoes, cam-levers connected to the lower ends of thebrake-levers and adapted to be operated by the railshoe to set thewheel-shoes when the car is running in either direction.

14. In a brake mechanism for cars, a railshoe, wheel-shoes, brake-leversfor the Wheelshoes, cam-levers connected to the lower ends of thebrake-levers and thrust-bars for the rail-shoe adapted to engage thecam-levers whereby the wheel-shoes may be operated by the application ofthe rail-shoe.

In testimony whereof I have hereunto set my hand.

FRANCIS L. CLARK. Witnesses:

R. F. EMERY,

J As. B. MACDONALD.

